Crankarm and crankset comprising same

ABSTRACT

A crankset comprises an axle assembly, a drive-side crankarm, and a non-drive crankarm. The drive-side crankarm is attached at a first end portion thereof to a first end portion of the axle assembly. The non-drive crankarm is attached at a first end portion thereof to a second end portion of the axle assembly. Each one of the crankarms has a plurality of longitudinal holes therein extending between the first and second end portions thereof. The longitudinal holes each extend through an end face of a respective one of the crankarms at the first end portion thereof. The drive-side crankarm is bent inwardly toward the second end portion of the axle assembly after the longitudinal holes are formed therein. Only one of the longitudinal holes of the drive-side crankarm intersects an axle fastener engagement hole that extends through the first end portion of the drive-side crankarm.

CROSS REFERENCE TO RELATED APPLICATIONS

This continuation patent application claims priority from co-pendingU.S. Non-provisional patent application having Ser. No. 12/927,592,filed 18 Nov. 2010, entitled “CRANKARM AND CRANKSET COMPRISING SAME”,which claims priority from co-pending U.S. Provisional PatentApplication having Ser. No. 61/263,393 filed 22 Nov. 2009 entitled“BICYCLE CRANKSET SPIDER AND CHAIN RINGS”, both of which have a commonapplicant herewith and are being incorporated herein in its entirety byreference.

FIELD OF THE DISCLOSURE

The disclosures made herein relate generally to cranksets for humanpowered machines and, more particularly, to cranksets and bottom bracketaxle assemblies for bicycles.

BACKGROUND

In the road bicycle market, there are primarily two cranksets types:standard and compact. Compact cranksets can typically offer a lower gearratio than standard cranksets. Both of these crankset types employ thesame basic configuration, which has been standardized on cranksets fordecades. This configuration consists of a series of chainring bolts andchainring nuts that jointly fasten a large chainring and a smallchainring together and trap a spider of the crankset between the twochainrings. Cranksets can also have a single chainring or more than twochainrings. In this manner, the chainrings are fixed to the chainringspider of the crankset With this approach, the chainring bolts holes inthe chainrings and corresponding holes in the spider must line up sothat the mating pairs of the chainring bolts and chainring nuts can bassthrough both chainrings and the spider and engage each other. Thesechainring bolt holes in the spider form a circular pattern called a boltcircle, which is concentric with a rotational axis of the crankset.

A skilled person will appreciate that the weight of a bicycle isextremely important, especially for a competitive cyclist or bicycleracer. Because bicycles are manually powered, weight has a tremendouseffect on energy utilization and performance in powering a bicycle.Furthermore, because a crankset is one of the more large and heavycomponents of a bicycle, reducing weight of a crankset can significantlyimpact the overall weight of the bicycle. Still further, because of therotational movement of the crankset for the purpose of transferringpower to the rear wheel of a bicycle (e.g., via a chain), weight of thecrankset can have a significant impact on the energy required torotationally accelerate the crankset from one rotational speed toanother. This can be quite important to a competitive cyclist or abicycle racer as it influences how quickly and efficiently they canaccelerate their bicycle from one road speed to another.

Although weight of the crankset is important, flexural stiffness of thecranks is also important. A crankset that is quite light, but thatexhibits considerable flexure when being pedalled will generally exhibitless than optimal performance. This is because flexing within anyelement of the crankset will typically result in the loss of energy thatwould otherwise contribute to powering the bicycle. Accordingly, weightof the crankset must be balanced with its flexural stiffness.

SUMMARY OF THE DISCLOSURE

Embodiments of the present invention relate to a cranksets used fortransmitting power from legs of an operator of a leg-powered machine.Advantageously, cranksets configured in accordance with the presentinvention are extremely light and stiff relative to prior art cranksets.A bicycle is an example of such a leg-powered machine in which acrankset configured in accordance with the present invention can beused. Other examples of leg-powered machines in which a cranksetconfigured in accordance with the present invention can be used include,but are not limited to, a helicopter, a tri-cycle, a three orfour-wheeled vehicle, etc.

In one embodiment of the present invention, a drive-side crankarm for acrankset includes an elongated crankarm body having a first end portionand a second end portion. An axle fastener engagement hole extendsthrough the elongated crankarm body at the first end portion thereof. Apedal axle mounting hole extends through the elongated crankarm body atthe second end portion thereof. A plurality of longitudinal holes extendbetween the first and second end portions of the elongated crankarmbody. Only one of the longitudinal holes intersects the axle fastenerengagement hole and none of the longitudinal holes intersects the pedalaxle mounting hole.

In another embodiment of the present invention, a crankset comprises anaxle assembly, a drive-side crankarm, and a non-drive crankarm. The axleassembly, the drive-side crankarm, and the non-drive crankarm each havea respective first end portion and a respective second end portion. Thedrive-side crankarm includes an axle assembly receiving receptacle andan axle fastener mounting hole both integral therewith at the first endportion thereof. The axle fastener mounting hole extends through thedrive-side crankarm and is exposed within a cavity of the axle assemblyreceiving receptacle. The first end portion of the axle assembly isengaged within the cavity of the axle assembly receiving receptacle ofthe drive-side crankarm. A threaded fastener structure of the axleassembly is threadedly engaged within the axle fastener engagement hole.The non-drive crankarm is attached at the first end portion thereof tothe second end portion of the axle assembly. Each one of the crankarmshas a plurality of longitudinal holes therein extending between thefirst and second end portions thereof. Only one of the longitudinalholes of the drive-side crankarm intersects the axle fastener engagementhole.

In another embodiment of the present invention, a bicycle cranksetcomprises an axle assembly, a drive-side crankarm, and a non-drivecrankarm. The an axle assembly, the drive-side crankarm, and thenon-drive crankarm each have a respective first end portion and arespective second end portion. The drive-side crankarm is attached atthe first end portion thereof to the first end portion of the axleassembly. The non-drive crankarm is attached at the first end portionthereof to the second end portion of the axle assembly. Each one of thecrankarms has a plurality of longitudinal holes therein extendingbetween the first and second end portions thereof. The longitudinalholes each extend through an end face of a respective one of thecrankarms at the first end portion thereof. The drive-side crankarm isbent inwardly toward the second end portion of the axle assembly afterthe longitudinal holes are formed therein.

These and other objects, embodiments, advantages and/or distinctions ofthe present invention will become readily apparent upon further reviewof the following specification, associated drawings and appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view showing a crankset configured in accordancewith an embodiment of the present invention, as installed in a bottombracket portion of a bicycle frame.

FIG. 2 is an exploded view of the crankset shown in FIG. 1

FIG. 3 is a cross-sectional view taken along the line 3-3 in FIG. 1.

FIG. 4 is a cross-sectional view taken along the line 4-4 in FIG. 1.

FIG. 5 is a cross-sectional view showing a drive-side crankarmsubassembly of the crankset shown in FIGS. 1-4 in a straight arm (i.e.,non-bent crankarm) configuration.

FIG. 6 is a cross-sectional view showing the drive-side crankarmsubassembly of FIG. 5 in a bent arm configuration.

DETAILED DESCRIPTION OF THE DRAWING FIGURES

Referring to FIGS. 1-4, a crankset 100 configured in accordance with anembodiment of the present invention is shown. The crankset 100 is shownmounted on two bearing units 102. The bearing units 102 are mountedwithin a bottom bracket shell 104 of a bicycle frame 106 (fragmentaryportion shown). Each one of the bearing units 102 includes a shell 102Aand a bearing 102B mounted within the shell 102A. Although the crankset100 is shown in use with a bicycle frame, it is disclosed herein that acrankset configured in accordance with the present invention is notlimited to use with bicycles. For example, a crankset configured inaccordance with the present invention can be used with other types ofleg-powered vehicles such as a helicopter, a tri-cycle, a three orfour-wheeled vehicle, etc.

It is disclosed herein that the bicycle frame 106 can be of a variety ofdifferent types, configurations and/or designs (e.g., a road bike, afull-suspension mountain bike, etc) and, thus, a crankset configured inaccordance with the present invention is not limited to use in anyparticular type, configuration or design of bicycle frame. Similarly,although the bearing units 102 are arranged in a configuration commonlyreferred to as “outboard” (i.e., outboard of the bottom bracket shell),a crankset configured in accordance with the present invention is notlimited to being configured for use with any specific type of thebearing arrangement. For example, a crankset configured in accordancewith the present invention can be configured for use with bearing unitsarranged in a configuration commonly referred to as “BB30”, which hascartridge bearings directly mounted within the bottom bracket shell. Inview of the disclosures made herein, a skilled person will appreciatethat a crankset configured in accordance with the present invention canbe configured for use with industry-standard bottom bracket arrangementsand/or proprietary bottom bracket arrangements.

The crankset 100 includes a drive-side crankarm 108, a non-drivecrankarm 110, a spider 112, an axle assembly 114, and a chainring 116.The drive-side crankarm 108, a non-drive crankarm 110 are both examplesof elongated crankarm bodies configured in accordance with the presentinvention. For illustrative purposes, the chainring 114 is shown withoutteeth that are standard features of a chainring. The drive-side crankarm108, the non-drive crankarm 110, and an axle 117 of the axle assembly114 each have a respective first end portion and a respective second endportion. The first and second end portions 117A, 117 B of the axle 117define corresponding first and second end portions of the axle assembly114. The drive-side crankarm 108 is attached at its first end portion108A to the first end portion 117A of the axle 117. The non-drivecrankarm 110 is attached at its first end portion 110A to the second endportion 117B of the axle 117. As will be discussed below in greaterdetail, the drive-side crankarm 108 and the non-drive crankarm 110 areengaged with the axle 117 in a manner than limits (e.g., precludes)relative rotational movement between the axle 117 and each one of thecrankarms 108, 110.

Referring to FIGS. 1-5, the drive-side crankarm 108 includes an axleassembly receiving receptacle 118 and an axle fastener mounting hole120. Both the axle assembly receiving receptacle 118 and the axlefastener mounting hole 120 are integral with the first end portion 108Aof the drive-side crankarm 108. The axle assembly receiving receptacle118 of the drive-side crankarm 108 extends from an inboard side face 121of the drive-side crankarm 108. The axle fastener mounting hole 120extends through the drive-side crankarm 108 and is exposed within acavity 122 of the axle assembly receiving receptacle 118. Furthermore,the axle assembly receiving receptacle 118 and the axle fastenermounting hole 120 both share a common rotational axis. The first endportion 117A of the axle 117 is engaged within the cavity 122 of theaxle assembly receiving receptacle 118 of the drive-side crankarm 108.Splines at the first end 117A of the axle 117 matingly engage splineswithin the cavity 122 of the axle assembly receiving receptacle 118,thereby limiting (e.g., precluding) relative rotational movement betweenthe axle 117 and the drive-side crankarm 108.

A distinguishing aspect of the crankset 100 is that threaded engagementbetween a threaded fastener structure 124 of the axle assembly 114 andthe axle fastener mounting hole 120, which has mating threads providedtherein, serves to engage and disengage the splines at the first end117A of the axle 117 from splines within the cavity 122 of the axleassembly receiving receptacle 118. The threaded fastener structure 124is rotatingly coupled at its base portion 126 to the first end portion117A of the axle 117. In one embodiment, the base portion 126 of thethreaded fastener structure 124 is rotatingly secured within a pocket128 at the first end portion 117A of the axle 117 by a lock ring 130that engages a groove within the pocket 128. In this manner, thethreaded fastener structure 124 can rotate with respect to the axle 117.The first end portion 117A of the axle 117 is drawn into the axleassembly receiving receptacle 118 of the drive-side crankarm 108 bythreadedly engaging a tip portion 132 (i.e., bolt portion) of thethreaded fastener structure 124 into engagement within the axle fastenermounting hole 120 (i.e., rotating the tip portion 132 in a firstrotational direction). Similarly, extracting the first end portion 117Aof the axle 117 from within the axle assembly receiving receptacle 118of the drive-side crankarm 108 is accomplished by disengaging the tipportion 132 of the threaded fastener structure 124 from engagementwithin the axle fastener mounting hole 120 (i.e., rotating the tipportion 132 in a second rotational direction opposite the firstrotational direction). Optionally, but not necessarily, the splinedinterface between the drive-side crankarm 108 and the axle 117 has aninterference fit so as to aid in providing a rigid coupling between thedrive-side crankarm 108 and the axle 117.

Referring to FIGS. 1-4, the non-drive crankarm 110 includes an axleassembly receiving receptacle 134 that is integral with the first endportion 110A of the non-drive crankarm 110. The axle assembly receivingreceptacle 134 of the non-drive crankarm 110 extends from an inboardside face 136 of the non-drive crankarm 110. The second end portion 117Aof the axle 117 is engaged within a cavity 138 of the axle assemblyreceiving receptacle 134. Splines at the second end 117A of the axle 117matingly engage splines within the cavity 138 of the axle assemblyreceiving receptacle 134, thereby limiting (e.g., precluding) relativerotational movement between the axle 117 and the non-drive crankarm 110.As shown in FIGS. 2-4, a locating/retaining ring or clip 139 can beprovided at the second end portion 117B of the axle 117 for engagementwith a mating groove within the cavity 138 of the axle assemblyreceiving receptacle 134. Preferably, the splined interface between thenon-drive crankarm 110 and the axle 117 has an interference fit so as toaid in providing a rigid coupling between the non-drive crankarm 110 andthe axle 117.

Advantageously, for the purpose of lightening while maintainingstructural integrity and rigidity, the drive-side crankarm 108 has aplurality of longitudinal holes 140 therein and the non-drive crankarm110 has a plurality of longitudinal holes 142 therein. The longitudinalholes 140, 142 extend between the first and second end portions of therespective one of the crankarms 108, 110 and extend through an end face119 at the first end portion 108A, 110A of the respective one of thecrankarms 108, 110. As depicted, each one of the crankarms 108, 110includes three longitudinal holes. With respect to the drive-side crankarm, only a central one of the longitudinal holes 140 intersects theaxle fastener engagement hole 120. In this manner, the longitudinalholes 140 of the drive-side crankarm 108 do not fully breach the webbetween the longitudinal holes 140 and, thus, this construction aids inmaintaining structural integrity and rigidity at the first end portion108A of the drive-side crankarm 108. Similarly, none of the longitudinalholes 142 of the non-drive crankarm 110 intersect the cavity 138 of theaxle assembly receiving receptacle 134 of the non-drive crankarm 110such that this construction aids in maintaining structural integrity andrigidity at the first end portion 110A of the non-drive crankarm 110. Toaid in maintaining structural integrity and rigidity at the second endportion 108B, 110B of the crankarms 108, 110, none of the longitudinalholes 140, 142 intersect a pedal axle mounting hole 144, 146 at thesecond end portion 108B, 110B of the respective one of the crankarms108, 110.

As shown in FIGS. 1-3, in at least one embodiment, channels 143 areprovided in the exterior side faces of the crankarms 108, 110. Thechannels 143 are formed (e.g., via milling) adjacent to a space betweentwo adjacent ones of the longitudinal holes 140, 142 of a respective oneof the crankarms 108, 110. The channels 143 provide for weight reductionwhile maintaining structural integrity and rigidity over the length ofthe crankarms 108, 110.

With respect to the drive-side crankarm 108, the spider 112 is mountedon a splined exterior surface 148 of the axle assembly receivingreceptacle 118. Splines on an interior surface of a central bore 150 ofa hub portion 112B of the spider 112 engage the splined exterior surface148 of the axle assembly receiving receptacle 118. In this manner, thesplined interface between the driver-side crankarm 108 and the spider112 limits (e.g., precludes) relative rotation of the spider 112 withrespect to the drive-side crankarm 108. In contrast to prior artcranksets, in a preferred embodiment of the present invention (shown),the spider 112 is constrained from lateral movement through compressiveengagement (i.e., abutment) between the drive-side crank arm 108 and thedrive-side bearing unit 102. With the spider manually engaged at leastpartially onto the mating splines of the drive-side crankarm 108,engagement of the drive-side crankarm 108 with the axle 117 causes thehub portion 112B of the spider 112 to become compressively engagementbetween the drive-side crank arm 108 and an inner race of the drive-sidebearing unit 102.

As depicted, the spider 112 has a single chainring (i.e., chainring 116)engaged therewith. It is disclosed herein that the spider 112 isconfigured for having a single chainring engaged therewith or for havinga plurality of chainrings engaged therewith. For example, the spider 112can have a second engaged therewith on an opposite side of arms 112A onwhich the chainring 116 is engaged. For the depicted embodiment of thespider 112, such a dual chainring configuration would result in thespider arms 112A being disposed between the two chainrings with bothchainrings having a common bolt circle diameter (BCD). In anotherembodiment, a crankset configured in accordance with the presentinvention can be configured in a manner whereby two or more chainringscan be mounted on a common side of spider arms thereof. In such asame-side chainring configuration, the spider can be configured suchthat at least two chainrings mounted thereon have a common BCD or,alternatively, the spider can be configured such that at least twochainrings mounted thereon have substantially different BCDs.

Referring now to FIGS. 3 and 4, an external surface of the axle assemblyreceiving receptacle 118, 134 of each one of the crankarms 108, 110serves as the mating surface for inner race of the bearing 102B of arespective one of the bearing units 102. The external surface of theaxle assembly receiving receptacle 118, 134 of each one of the crankarms108, 110 is engaged within the inner bore of the respective bearing102B. The external surface of the axle assembly receiving receptacle118, 134 of each one of the crankarms 108, 110 external surface of theaxle assembly receiving receptacle 118, 134 of each one of the crankarms108, 110 and the inside diameter of the inner race of the bearing 102Bare jointly configured to provide a close tolerance fit (e.g., closetolerance slip fit, close tolerance interference fit, etc). In oneembodiment, the bearing units 102 are preferably what are referred inthe bicycle industry as over-size bearings (e.g., in accordance with theBB30 standard).

As shown in FIGS. 1-5, the drive-side crankarm 108 and the non-drivecrankarm 110 have substantially no curvature between their respectivefirst and second end portions, whereby the lever portion 108C, 110Cbetween the first and second end portions of each one of the crankarms108, 110 is substantially straight. Also, as can be seen in FIGS. 3-5,the lever portion 108C, 110C of both the drive-side crankarm 108 and thenon-drive crankarm 110 are outwardly angled with respect to therotational centerline of the axle 117. Referring to FIG. 6, thedrive-side crankarm 108 can be configured to have a prescribed amount ofcurvature in the lever portion 108C. Similarly, the non-drive crankarmcan be configured to have a prescribed amount of curvature in the leverportion 110C. Accordingly, it is disclosed herein that it can beadvantageous for one or more reasons (e.g., front derailleur clearance,Q-factor/foot separation distance, etc) for one or both of the crankarms108, 110 to have lever portion thereof to be curved (e.g., inwardlycurved).

In one embodiment, the longitudinal holes 140, 142 of the crankarms 108,110 are formed by a process that includes removing material from therespective crankarm. Machining techniques such as drilling and boringare examples of such processes for removing material from the respectivecrankarm 108, 110 for forming the longitudinal holes 140, 142.Preferably, but not necessarily, curvature (e.g., curvature providinginwardly bent profile) in the drive-side crankarm 108 and/or thenon-drive crankarm 110 is formed after the longitudinal holes 140,142are formed therein. Furthermore, such bending may be performed in amanner such that a centerline axis of the axle assembly receivingreceptacle is approximately parallel with a centerline axis of the pedalaxle mounting hole when a crankarm configured in accordance with thepresent invention (e.g., the drive-side crankarm) is in the bent/arcuateconfiguration.

In the preceding detailed description, reference has been made to theaccompanying drawings that form a part hereof, and in which are shown byway of illustration specific embodiments in which the present inventionmay be practiced. These embodiments, and certain variants thereof, havebeen described in sufficient detail to enable those skilled in the artto practice embodiments of the present invention. It is to be understoodthat other suitable embodiments may be utilized and that logical,mechanical, chemical and electrical changes may be made withoutdeparting from the spirit or scope of such inventive disclosures. Toavoid unnecessary detail, the description omits certain informationknown to those skilled in the art. The preceding detailed descriptionis, therefore, not intended to be limited to the specific forms setforth herein, but on the contrary, it is intended to cover suchalternatives, modifications, and equivalents, as can be reasonablyincluded within the spirit and scope of the appended claims.

What is claimed is:
 1. A crankarm for a crankset, comprising: anelongated crankarm body having a first end portion and a second endportion; an axle fastener engagement hole extending through theelongated crankarm body at the first end portion thereof; a pedal axlemounting hole extending through the elongated crankarm body at thesecond end portion thereof; and a plurality of longitudinal holestherein extending between said first and second end portions thereof,wherein none of said plurality of longitudinal holes intersects thepedal axle mounting hole, and wherein the axle fastener engagement holeintersects only one of said plurality of longitudinal holes; wherein theplurality of longitudinal holes includes three side-by-side longitudinalholes; wherein the axle fastener engagement hole intersects only acenter one of said three side-by-side longitudinal holes and whereinnone of said side-by-side longitudinal holes extend through an end faceof the elongated crankarm body at the second end portion.
 2. Thecrankarm of claim 1 wherein: said plurality of longitudinal holes areformed by a process that includes removing material from the elongatedcrankarm body; the elongated crankarm body includes a bent portionbetween said first and second end portions thereof; and the bent portionis formed by bending the elongated crankarm body after forming saidplurality of longitudinal holes.
 3. The crankarm of claim 2 wherein: acenterline axis of the axle fastener engagement hole is approximatelyparallel with a centerline axis of the pedal axle mounting hole afterthe bent portion is formed.
 4. A crankset, comprising: an axle assemblyhaving a first end portion and a second end portion; a non-drive sidecrankarm having a first end portion and a second end portion, whereinthe non-drive side crankarm is attached at the first end portion thereofto the first end portion of the axle assembly; and a drive side crankarmhaving a first end portion and a second end portion, wherein the driveside crankarm is attached at a first end portion thereof to the secondend portion of the axle assembly; wherein each one of said crankarms hasa plurality of longitudinal holes therein extending between said firstand second end portions thereof; wherein said plurality of longitudinalholes each extend through an end face of a respective one of saidcrankarms at the first end portion thereof; wherein the non-drive sidecrankarm is bent inwardly toward the second end portion of the axleassembly after said longitudinal holes are formed therein; wherein thenon-drive side crankarm includes an axle assembly receiving receptacleand an axle fastener engagement hole both integral therewith at thefirst end portion thereof; the axle assembly receiving receptacle of thenon-drive side crankarm extends from a side face thereof; wherein theaxle fastener engagement hole extends through the non-drive sidecrankarm and is exposed within a cavity of the axle assembly receivingreceptacle; wherein the first end portion of the axle assembly isengaged within the cavity of the axle assembly receiving receptacle;wherein a threaded fastener structure of the axle assembly is threadedlyengaged within the axle fastener engagement hole; and wherein only oneof said plurality of longitudinal holes of the non-drive side crankarmintersects the axle fastener engagement hole.
 5. The crankset of claim 4wherein: the drive side crankarm includes an axle assembly receivingreceptacle integral therewith at the first end portion thereof; the axleassembly receiving receptacle of the drive side crankarm extends from aside face thereof; the second end portion of the axle assembly isengaged within a cavity of the axle assembly receiving receptacle; andnone of said plurality of longitudinal holes of the drive side crankarmintersect the cavity of the axle assembly receiving receptacle.
 6. Thecrankset of claim 4 wherein: a pedal axle mounting hole extends throughthe non-drive side crankarm at the second end portion thereof; and acenterline axis of the axle fastener engagement hole is approximatelyparallel with a centerline axis of the pedal axle mounting hole.
 7. Acrankset, comprising: an axle assembly having a first end portion and asecond end portion; a non-drive side crankarm having a first end portionand a second end portion, wherein the non-drive side crankarm isattached at the first end portion thereof to the first end portion ofthe axle assembly; and a drive side crankarm having a first end portionand a second end portion, wherein the drive side crankarm is attached ata first end portion thereof to the second end portion of the axleassembly; wherein each one of said crankarms has a plurality oflongitudinal holes therein extending between said first and second endportions thereof; wherein said plurality of longitudinal holes eachextend through an end face of a respective one of said crankarms at thefirst end portion thereof; wherein the non-drive side crankarm is bentinwardly toward the second end portion of the axle assembly after saidlongitudinal holes are formed therein; wherein said plurality oflongitudinal holes of the non-drive side crankarm are formed by aprocess that includes removing material from the non-drive sidecrankarm; wherein said inwardly bent configuration of the non-drive sidecrankarm is created after said plurality of longitudinal holes areformed in the non-drive side crankarm; wherein the non-drive sidecrankarm includes an axle assembly receiving receptacle and an axlefastener engagement hole both integral therewith at the first endportion thereof; the axle assembly receiving receptacle of the non-driveside crankarm extends from a side face thereof; wherein the axlefastener engagement hole extends through the non-drive side crankarm andis exposed within a cavity of the axle assembly receiving receptacle;wherein the first end portion of the axle assembly is engaged within thecavity of the axle assembly receiving receptacle; wherein a threadedfastener structure of the axle assembly is threadedly engaged within theaxle fastener engagement hole; and wherein only one of said plurality oflongitudinal holes of the non-drive side crankarm intersects the axlefastener engagement hole.
 8. The crankset of claim 7 wherein: the driveside crankarm includes an axle assembly receiving receptacle integraltherewith at the first end portion thereof; the axle assembly receivingreceptacle of the drive side crankarm extends from a side face thereof;the second end portion of the axle assembly is engaged within a cavityof the axle assembly receiving receptacle; and none of said plurality oflongitudinal holes of the drive side crankarm intersect the cavity ofthe axle assembly receiving receptacle.
 9. A crankset, comprising: anaxle assembly having a first end portion and a second end portion; anon-drive side crankarm having a first end portion and a second endportion, wherein the non-drive side crankarm is attached at the firstend portion thereof to the first end portion of the axle assembly; and adrive side crankarm having a first end portion and a second end portion,wherein the drive side crankarm is attached at a first end portionthereof to the second end portion of the axle assembly; wherein each oneof said crankarms has a plurality of longitudinal holes thereinextending between said first and second end portions thereof; whereinsaid plurality of longitudinal holes each extend through an end face ofa respective one of said crankarms at the first end portion thereof;wherein the non-drive side crankarm is bent inwardly toward the secondend portion of the axle assembly after said longitudinal holes areformed therein; wherein said longitudinal holes of the non-drive sidecrankarm are formed by a process that includes removing material fromthe non-drive side crankarm; wherein said inwardly bent configuration ofthe non-drive side crankarm is created after said longitudinal holes areformed in the non-drive side crankarm; wherein a pedal axle mountinghole extends through the non-drive side crankarm at the second endportion thereof; wherein a centerline axis of the axle fastenerengagement hole is approximately parallel with a centerline axis of thepedal axle mounting hole; wherein the non-drive side crankarm includesan axle assembly receiving receptacle and an axle fastener engagementhole integral therewith at the first end portion thereof; wherein theaxle assembly receiving receptacle of the non-drive side crankarmextends from a side face thereof; wherein the axle fastener engagementhole extends through the non-drive side crankarm and is exposed within acavity of the axle assembly receiving receptacle; wherein the first endportion of the axle assembly is engaged within the cavity of the axleassembly receiving receptacle; a threaded fastener structure of the axleassembly is threadedly engaged within the axle fastener engagement hole;wherein only one of said plurality of longitudinal holes of thenon-drive side crankarm intersects the axle fastener engagement hole;wherein the drive side crankarm includes an axle assembly receivingreceptacle integral therewith at the first end portion thereof; whereinthe axle assembly receiving receptacle of the drive side crankarmextends from a side face thereof; wherein the second end portion of theaxle assembly is engaged within a cavity of the axle assembly receivingreceptacle; and wherein none of said plurality of longitudinal holes ofthe drive side crankarm intersect the cavity of the axle assemblyreceiving receptacle.